Hydraulic system for cranes and the like



y 1962 R. RUSSELL ETAL 3,033,001

HYDRAULIC SYSTEM FOR CRANES AND THE LIKE 4 Sheets-Sheet 1 Original Filed May 5, 1958 INVENTORS LOUIS R. RUSSELL JOSEPH RGAGNO BY U. I ATTORNEY y 1962 L. R. RUSSELL ETAL 3,033,001

HYDRAULIC SYSTEM FOR CRANES AND THE LIKE 4 Sheets-Sheet 2 INVENTORS LOUIS R RUSSELL JOSEPH R. GAGNON Original Filed May 5, 1958 May 8, 1962 R. RUSSELL ETAL 3,033,001

HYDRAULIC SYSTEM FOR CRANES AND THE LIKE Original Filed May 5, 1958 4 Sheets-Sheet 3 s R RfiZS E EE 42 LOUI 46 JOSEPH RGAGNON BYWJGOZM ATTORNEY May 8, 1962 R. RUSSELL ETAL 3,033,001

HYDRAULIC SYSTEM FOR CRANES AND THE LIKE 4 Sheets-Sheet 4 Original Filed May 5, 1958 ll/I fiEEfii LOUIS R. JOSEPH R. GAGNON 4/ Aw ATTORNEY gan 3,033,001 HYDRAULIC SYSTEM FOR CRANES AND THE LIKE Louis R. Russell, Indianapolis, Ind, and Joseph R. Gagnon, Covena, Calif., assignors, by mesne assignments, to Crane Carrier Corporation, a corporation of Oklahoma Original application May 5, 1958, Ser. No. 732,916. Di-

vided and this application Apr. 3, 1959, Ser. No.

4 Claims. (Cl. 60-97) This invention relates to Outriggers for stabilizing cranes or the like, but more particularly to a hydraulic system for controlling the operation of the outriggers but also selectively for controlling the power steering of the vehicle and an object is to produce a system of this character which has the novel and advantageous features of design, arrangement and operation hereinafter more fully described.

These and other objects and advantages of the invention will become manifest from the following detailed description of the invention when considered in connection with the accompanying drawings, wherein:

FIGURE 1 is a fragmentary side elevational view of one end of a conventional truck or carrier frame for a crane or shovel showing an outrigger assembly in its extended position of use;

FIGURE 2 is a fragmentary rear elevational view partially broken away of the apparatus illustrated in FIG- URE 1;

FIGURE 3 is an enlarged fragmentary vertical sectional view through one of the outrigger pads;

FIGURE 4 is an enlarged fragmentary vertical sectional view of'the outrigger pad taken through line 44 of FIGURE 3; and

FIGURE 5 is a schematic flow diagram and valving means of a control system for the outrigger assemblies.

In a preferred embodiment, the invention includes in combination with a crane mounted on a truck or carrier having a chassis and wheels, a hydraulically actuated outrigger assembly comprising means defining a transverse compartment in said chassis frame, a pair of hydraulic cylinder means pivotally mounted Within said compartment, a ground-engaging pad pivotally mounted at the distal end portion of each of said cylinder means, linkage means for each of said cylinder means having one end pivotally connected to said compartment and the other end pivotally connected to said distal end portion of said cylinder means, and means for effecting a fluid pressure within said cylinder means for extending or retracting each of said ground-engaging pads.-

Prior to proceeding with the detailed description of the apparatus of the invention, it must be understood that although the following description is concerned with the use of the present invention on a truck frame of the type which typically is equipped with pneumatic tires, the invention has application on other types of vehicles too numerous to mention.

Referring now to FIGURES 1 and 2, it will be noted that the present outrigger system may be satisfactorily employed in conjunction with a portable crane which is mounted on a truck chassis having four sets of rubber tired wheels 12, Supported over the wheels 12 there is provided a crane cab 14 mounted for pivotal movement on a journal assembly 16 which permits the cab 14 to rotate about a vertical axis. The operator of the crane occupies a position within the cab 14 and there operates the movement of a boom 18 which may swing in a vertical plane abouta horizontal axis at 20. It will be appreciated that when the cab 14 is caused to turn upon the journal assembly 16, the boom 18 will likewise turn in conjunction therewith.

Mounted on the chassis frame 10 at the rear end thereof is a compartment 22 having a top and downwardly depending side walls. The bottom of the compartment 22 is open.

Disposed within the compartment 10 is a pair of outrigger units adapted to support or stabilize the vehicle from either the left side or the right side or both. The outrigger units are comprised of substantially identical overall components and for ease in understanding, only a single unit will be described in detail while similar primed reference numerals Will be used to indicate the similar components of the other.

Attention is particularly directed to FIGURE 2 wherein the compartment 22 is partially broken away showing the right hand outrigger unit in full line. The outrigger unit comprises a hydraulically operated cylinder 24 having one end pivotally mounted within the compartment 22 by an anchor pin 26. The piston rod 28 of the hydraulic cylinder 24 is adapted to telescope within the main cylinder and has a pad member 30 mounted on the extremity thereof. The pad 30 has curved ends so that it can readily adapt itself to the terrain and will not dig in when the outrigger unit is dropped in position,

The pad 30 is connected to the lower extremity of the member 28 by a universal joint assembly shown in more detail in FIGURES 3 and 4 and Will be discussed in complete detail hereinafter.

A load supporting linkage member 32 is pivotally connected between pad 3% and the compartment 22. It will be noted that one end of the link 32 is pivotally connected to the compartment 22 by an anchor pin 34 and the other end is pivotally interconnected with the piston rod 28 and the pad 30 by a pin 36.

FIGURES 3 and 4 illustrate in detail the manner in which the hydraulic piston member 28, the linkage 32, and the pad 30 are interconnected to allow the pad to move freely'so as to engage the ground without digging in when the outrigger unit is extended in its operative position.

The distal portion of the hydraulic piston member 28 is provided with a yoke 38 suitably fastened thereto by a threaded fastener 40. A universal joint member 42, hav-,

ing transverse bores formed therein, is disposed between the end portions of the yoke 38 such that one of the bores is in alignment with the apertures of the yoke.

The end of the link 32, which depends downwardly from the compartment 22, is positioned such that the apertures formed therein are in alignment with the apertures of the yoke 38 and also one of the bores of the universal joint 42. The pin'36 is inserted to pivotally interconnect these elements.

A pair of upstanding spaced apertured ears 44 is suitably secured to the inner portion of the pads 30 and is adapted to receive the universal joint 42, which is pivotally connected thereto by a pin 46.

In this manner, the pad 30 may readily pivot in either 7 an elevated position with the hydraulic piston 28 in its retracted position when the crane assembly is to be moved. The retracted position of the hydraulic cylinder means and the associated elevated position of the pad 30 is shown inphantom lines in FIGURE 2. Accordingly, for ease of understanding, we will-assume that the crane assembly is to be moved into a new location of use during which time the pads 30 are in their fully elevated position.

Upon reaching the location where the crane is to be used,

theoutrigger pads ,30, are to be disposed against the fully extended or extended to whatever position is desired,

the outrigger unit isretainedin such position by hydraulic fluidtrapped within the hydraulic cylinder 24.

An important feature of the invention resides in the function ofthe linkage member 32 which pivotally connests the universal joint 42 to the outrigger compartment 22. It should be understood that most of the vertical load imposed on the, pad 30 isv transmitted through the link 32 to the compartment 22 through the anchor pin 34and'thence to the main truck chassis 10 when the pad 30 is in position of use. This feature is important since the real strain imposed by the crane vehicle is thereby not imparted to the hydraulic piston 28 and cylinder 24.

Now attention is directed to FIGURE which illus: tratesv a hydraulic and related pneumatic control circuit for effecting the desired movement of the outrigger units. It should be pointed out that in the operation of the control system of the illustrated embodiment, before the hydraulic fluidcan be supplied to ,oneor the other or both.

of the outriggerunits, air must be admitted to, certain of thevalvestoropen such valves so that hydraulic fluid can pass to the selected outrigger or outriggers- The hydraulic system which is employed .to actually impart upward or downward movement totheleft-hand,

and right-hand outrigger units vormotion devices includes hydraulicfluid. reservoir 80 from which fluid is pumped;

through strainer. 82 byjfa conventional pump 84, which forms a pressure fluid. source andthence to. a. control valve'assembly 88 through'a line 86. When .valve 88, is in the position shown in FIGURES, the fluid under.

pressure willmerely circulatefrom line 86 through the valve 88 and returnttov thereservoir 80 through a returnv line 90.

The valve assembly 88 ismanually operated by.a.leverr 92xc'onnectedto the movablevalve core. adapted forIaxials movement within the valve body. It will be noted that,

the. movable core memberis provided with a central bore having radially extending ports which readily. permits I' flowof the hydraulic fluid, from the pump 84 to the valve.

88 through the line 86 and back into the reservoir 80v through the return line 90 when the control lever 92 is in its illustrated neutral position.

By. moving the valve lever 92 in one ofits phantom line positions, the valve 88 isactuated to cause the hy-."

draulic fluid to pass to either valve 96 through line or conduit means 94 or valve 100 through line or conduit means 98Idepending upon which direction the control lever 92 is moved. When the valves or flow directing means 96? and 100 are in the position shown in FIGURE 5, the hydraulic fluid which is selectively introduced into one or the other will pass through either of the selected valves 96 or 100 to the power steering system or motion device of the transporting vehicle through lines 102 and 104, respectively.' Manifestly, the power steering arrangement is onlynecessary when the vehicle is being moved from one location to another. The control system of the invention is such that when the vehicle reaches the location of use, the power steeringlsystern is cut out and thesame,

hydraulic arrangement including pump, reservoir, etc. used togactuate the power. steering is employed to. actuate the outrigger, units.

Assuming now that the vehicle has reached a location.

wherethecrane is to beemployed and stabilization thereof isdeemed necessary, the operator mustready thesys: terntoactuate the .outriggers. Inthis connection,'atten- In thi connection, it is necessaryto supply tion is directed to the pneumatic portion of the control system. I V,

The pneumatic system includes an air supply arrangement which comprises an air compressor and storage tank diagrammatically illustrated and designated by reference numeral 50. The air compressor unit thereof can be driven by the engine of the vehicle in any suitable manner and the compressed air which issues therefrom is delivered to'the storage tankwhich is, in turn, provided with any suitable pressure release arrangement to militate against any deleterious effects which might occur as a result of anundue build-up of pressure withinthe system. From the air supply arrangement 50 there is a piping system illustrated in dotted lineswhich ties in with the hydraulic system through a plurality of manually operated normally closed valves 52, 54, and 5 6. g

In order to place the entire outrigger control system.

' opened and air under pressure is introduced into the actuating means for valves 96and through line 58, the valve cores 106 and 108, respectively, are movedagainst the bias of their associated helical springs ,110 and 112 to shut off the passage of fluid to the hydraulic steering mechanism, as indicated, so that the liquid can then pass through the lines 114 and 116, respectively.

When valves 96 and 100 are so activated'they are in a condition to permit. the flow ofhydraulic, fluid to pass therethrough to the outrigger assemblies. It must be understood,- however, that the fluid. will at no'time pass in the same direction through each of .these valves simultaneously, but rather will pass through them in re sponse to the position of thecontrolvalve88. In the leftandrighphandoutri gger assemblies. The fluid pressure in line 114 is suflicient to cause the valve cores 122 and 124 to overcome the bias of their associated springs 126 and 128 and to move, thereby permitting the fluid to pass throughthe valves 118 and 120, lines 121 and 123 toboth of'the hydrauliccylinders 24 and 24' of the rightand'left-hand'outrigger assemblies, respectively, effecting do'wnwardmovernent'of the hydraulic pistons 28 and 28.

The return hydraulic fluid passes out from the bottom of the cylinders 24 and 24 through lines 129 and 130, respectively, and-back through'valves 132 and 134 to line 116 and thence to the reservoir 80' through valve 100, line 98, valve 88,'and line 98.

' Now when the outrigger assemblies are in the desired extended position with the pads 30 engaging the ground, the lever .92 isreturned to its neutral position allowing the springs 126 and 128 to move the cores 122, and 124 of valves 118 and back to their normally closed position, thereby locking the fluid within the system so that the hydraulic pistons cannot experience any retrograde move-- merit.v

Toretract the outriggers, the lever 92 is moved to a position to the right of its neutral position which allows the fluid under pressure to pass through line 98 through valve 100, line 116, valves 132 and 134, lines 129' and 139 p valve 96 through line 114. From the valve 96 the return fluid passes to the reservoir 80 through line 94, valve 88, and line 90.

According to the above description, it will be apparent that both outrigger assemblies may be simultaneously moved by merely opening valve 52 and then moving the lever 92 to the left of its neutral position to effect down ward movement or to the right to efiect upward movement.

In the event movement of only a single outrigger assembly is desired, the pneumatic control valves 54 and 56 are employed. When valve 54, which is connected to valve 134 through line 60, is opened, the air under pressure causes the core 142 to move against the bias of its associated spring and thereby block the flow of hydraulic fluid therethrough. In this position the valve 134 effectively prevents any movement of the left-hand outrigger assembly and, accordingly, the right-hand outrigger may be operated independently thereof. In a like manner, the valve 56 and its associated line 62 can isolate the righthand outrigger assembly by eflecting movement of the core 140 of the valve 132. Therefore, it is manifest that the control system described hereinabove can operate either one or the other of the outriggers independently of one another or alternatively can operate both outriggers simultaneously. The ability to operate the outriggers independently of one another becomes particularly apparent when the associated crane is to be used where the ground conditions are such that the level on one side of the vehicle varies from that on the other side.

It should be noted that the hydraulic pistons of the outrigger assemblies are never fully extended nor fully retracted and there must be suflicient space to enable liquid under pressure to be introduced in order to effect piston movement in one direction or the other. Furthermore, if full and complete movement of the piston were afforded, breakage of the parts might readily result.

While the illustrated embodiment of the invention has been directed to the use of a pair of outrigger assemblies disposed at the rear of a vehicle, it must be understood that in certain applications, the vehicle carrier units may be furnished with two pairs of similar assemblies, one at the rear and one at a point near the front or middle of the vehicle.

This application constitutes a division of our application Serial No. 732,916, filed May 5, 1958, now abandoned and entitled Hydraulic Outrigger.

What we claim is:

1. A pressure fluid control system for controlling at least two motion devices comprising a source of pressure fluid, a manual control valve communicated with said source, conduit means connecting said motion devices to the source of pressure fluid through said control valve, flow directing means in said conduit means between the control valve and each of said motion devices \for selectively directing fluid flow to said motion devices, manual control means for said flow directing means whereby pressure fluid from said source of pressure fluid may be directed to either of said motion devices, and check valve means between said flow directing means and one of said motion devices for preventing return flow, and manual control means for opening said check valve means, thereby enabling said check valve means for return flow of pressure fluid from said one motion device to said flow directing means.

2. The control system as set forth in claim 1 wherein said one motion device is in the form of a double acting piston and cylinder arrangement, said check valve means being disposed adjacent one end of the arrangement for trapping pressure fluid within said one end of the cylinder of the arrangement, said control means for operating said check valve means including a valve controlled pressure line connected to a second source of pressure fluid.

3. A control assembly for controlling a vehicular fluid pressure actuated power steering assembly and a fluid pressure actuated stabilizing outrigger assembly including at least two double-acting pressure fluid actuated piston and cylinder outriggers, said control assembly comprising a source of pressure fluid, a manually operated control valve communicating with said source of pressure fluid, a pair of pressure fluid conduits connected with said control valve, a flow directing means connected with each of said pressure fluid conduits, an independent pressure line extending from each of said flow directing means for communication with the power steering assembly, a control valve communicated with the upper 'end of each piston and cylinder outrigger, a control valve communicated with the bottom end of each piston and cylinder outrigger, a fluid pressure line connecting one of said flow directing means with the control valves connected with the upper end of the outriggers, a fluid pressure line connecting the other of said flow directing means to the control valves connected with the bottom of the outriggers, said control valves connected with the upper ends of the outriggers being spring biased to a closed position and openable under influence of pressure fluid in the line connecting the spring biased valves with said one flow directing means, said control valves connected with the bottom ends of the outriggers including air pressure actuated control means tor opening the valves for return flow of pressure fluid from the bottom ends of the outriggers when the outriggers are expanding, a pressure line interconnecting the lower ends of the outriggers with the control valves connected with the upper ends of the outriggers for opening such valves in response to admitting pressure fluid into the bottom ends of the outriggers for return flow of pressure fluid from the upper ends of the outriggers, each of said flow directing means including air pressure actuated control means, a source of pressure air, air conduits communicating the pressure air source with the control means for the flow directing means and the control means for the control valves connected to the bottom ends of the outriggers, and independently operated control valves in the air conduits for selectively actuating the flow directing means and the control valves connected to the bottom ends of the outriggers.

4. The assembly as defined in claim 3 :wherein said control valves connected to the bottom ends of the outriggers and independently actuated by separate pressure air control valves to enable independent operation of the outriggers.

References Cited in the file of this patent UNITED STATES PATENTS 1,955,154 Temple Apr. 17, 1934 2,400,803 Barnhart May 21, 1946 2,403,391 Muir July 2, 1946 2,618,121 Tucker Nov. 18,1952 2,624,361 Brown Jan. 6, 1953 2,737,196 Eames Mar. 6, 1956 

